Clutch actuator



June 9, 1936. T TYLER 2,043,785

CLUTCH ACTUATOR Filed June 2, 4932 4 Shjeets-Sheet 1 Z v INVENTOR v ATTORNEY June 9, 1936. T T E 2,043,785

CLUTCH ACTUATOR Fil'ed June 2, 1932 4 Sheets-Sheet 2 6: 4 flfi j fr z gfs 7/2? 7 I I I I ATTORNEY June 9, 1936. T. B. TYLER CLUTCH ACTUATOR 'Filed June 2, 1932- 4 Sheets-Sheet 5 7 |%ENTO/2 3 4; I .00 12/27 A 41' g ATTO EY June 9, 1936.

T. B. TYLER CLUTCH ACTUATOR Filed June 2, 19:52 4Sheets-Sheet 4 INVENTOR way 5mm?! ee ATI'ORNEY Patented June 9, 1936 CLUTCH ACTUATOR Tracy Brooks Tyler, Detroit, Mich., assignor to The Monopower Corporation, Detroit, Mich., a corporation of Michigan Application June 2, 1932, Serial No. 614,946

11 Claims. (o1. 192-.01)

The present invention pertains to a novel power means for the automatic or semi-automatic actuation of pressure clutches and is directed particularly to actuators for clutches of motor vehicles.

The principal object of the invention is to provide a clutch actuator of this character that may be operated by any pressure medium such as free atmosphere. When the pressure medium employed is a fluid at atmospheric pressure, the pressure differential for operating the device preferably, although not necessarily, obtained by connecting the low pressure side of the device to the intake manifold of the engine. On the other hand, any suitable pressure reducing means independent of the motor may be employed.

Another object of the invention is to provide for the operation of the actuator through a distinct manipulating or operating pedal independent of and adjacent to the throttle pedal of the vehicle. The pedals are relatively positioned so that they may be operated together with one foot or independently of each other, if desired. As a result of this arrangement, it is possible for the operator to actuate the throttle pedal without actuating the operating pedal, so that the motor may be accelerated without automatically changin the condition of the clutch and so that the clutch may be operated without aifecting the engine.

A further object of the invention is to control the rate of clutch engagement, and this is accomplished by the use of an adjustable bleeder or escape valve which is operative in the fluid system during clutch engagement.

A still further object is to provide an actuator wherein the pressure in that part of the cylinder ahead of the piston or vane may be, and often is relieved before the piston or vane advances for clutch engagement. An actuator so constructed is of particular importance'when used in connization takes place, a means such as is shown in my application Serial No. 612,195 filed May 19,

1932. Since the actuator permits that part of the cylinder ahead of the piston to be relieved even while the piston is not advancing, the piston can advance immediately and rapidly, when permitted to do so, without opposition from fluid ahead of it.

Still another object ofthe invention is to providea clutch actuator which, when operated by power, does not cause movement of a conventional clutch pedal, although it permits clutch disengagement bypressure on a conventional pedal when desired. This arrangement avoids the hazard of injury to the foot of the operator resulting from a forceful downward pull on a pedal in the footboard of the vehicle.

Another object of the invention is to provide for automatic lubrication of the working parts of the actuator, and this is accomplished, when the device is operated by atmospheric pressure, by connecting the air inlet pipe to the air space of the engine crank case, whereby the air delivered to the actuator is charged with oil vapors from the crank case. A further object of this particular arrangement is to clear the air of dirt and ator.

Still another object of the invention is to provide means for cutting out the power actuator and thereby permitting clutch operation from the aforementioned conventional clutch pedal when desired. In connection with this feature of the invention, it is also an object of the invention to enable the power actuator to reduce the effort required in operating the clutch from the conventional clutch pedal. Accordingly, the conventional clutch pedal is adapted to set the poweractuator to the extent of reducing the effort required in operating the clutch. In other words,

, other foreign particles before it enters the actuthe power actuator functions as a booster in this instance.

The invention is fully disclosed by way of example in the following description and in the accompanying drawings, in which,

Figure 1 is a side elevation, partly in section, of the complete installation;

Fig. 2 is a plan section on the line 2-2 of Figure 3;

Fig. 3 is a vertical section on the line 3-3 ofv Figs. 2 and 4; a

Fig. 4 is a section on the line 4-4 of Fig. 3; Fig. 5 is a section on the line 5-5 of Fig. 4;

" Fig. 6 is a plan view of the throttle pedal and clutch manipulating pedal;

Fig. 7 is a vertical section on Fig. 8;

Fig. 8 is a detailplan section onthe line 8-8 of the line 'I-I of 'Fig. 7;

Fig. 9 is a vertical transverse section of a modifled construction;

Fig. 10 is a plan section thereof taken through the axis of the cylinder; and

Fig. 11 is a section on the line il--ll of Fig.- 10.

Reference to these views will now be made by use of like characters which are employed to designate corresponding parts throughout.

As indicated in Figs. 1 to 8, and particularly Fig. 4, the body of the device comprises a main cylinder 1 which is open at one end and formed atthe other end with an end wall 2 from which extends an outward flange I deflninga space adapted to accommodate parts that will later'be described. 4 Over the opposite and open end of the clylinder I is applied a fixed wall plate 4 '(Figs. 4 and 8) formed with three ports 5, I, and

pedal i4 (Figure 1) pivoted on the floorboard l5- within a U-shaped throttle pedal iii. A connecting rod extends from the pedal l4 and is connected at its lower end to a crank |8 which in turn is connected to a suspended lever I9 (Figures 7 and 8) to form, in effect, a bell crank. This lever is received in an enlargement of the depression 9 and carries at its lower end a pin 2| on which is mounted a roller sleeve 22. The pin and sleeve are received in a vertical slot 23 in the valve plate In, so that depression of the pedal it moves the valve plate Ill to the left as viewed in Figures 7 and 8, and vice versa.

The cover plate 8 is formed with a bleeder valve chamber 24, an inlet chamber 25 and a passage 26 lying respectively adjacent the ports 5, 6, and i of the plate 4 and in controlled communication therewith through the valve plate III. A blind portion 21 extends from the marginal wall of the cover plate to form a partial wall for the chamber 24.

A tubular sleeve 28 is journaled in the wall 2 and plate 4, coaxially with the cylinder l, and has a valve member 29 secured to one end thereof and lying at the outer surface of the plate 4. The peripheral portion 30 of the valve member is closely surrounded by a hub portion 3| of the cover plate 8. The member 29 is formed with a recess 32 in its peripheral portion 30, and

this recess lies directly beneath three passages 33, 34, 35 in the hub of the cover plate 8, as may be seen in Figure 7. The bleeder or relief valve chamber 24 is placed in communication with the passage 33 by another passage 35 formed in the body of the cover plate. Similarly, the passage 26 communicates with the passage 34 by a passage 31 formed in the cover plate. Another port 38 is drilled through the fixed wall plate 4 and is brought into communication with the passage 35 by means of a groove 39 formed in the adjacent face of the cover plate.

The cover plate is further formed with an in-. tegral fitting 40 (Figure 5) extending from the inlet chamber 25 and adapted to receive a pipe 4| for supplying fluids at atmospheric pressure to the inlet chamber. At the juncture of the walls of the chamber 25 and fitting 40, the cover plate is formed with a curved wall 42 defining a space 43 around the valve member 29 and having a drop or seat 44 which normally covers a slot 45 in the valve member.

A hollow shaft 46 is mounted on bushings 45a in the wall 2 and plate 4 and has its end shoulders fitted and sealed closely against the wall and plate respectively as may be seen in Figure 4. A radial andmovablevane 41 extends from the shaft 46 and is sealed against the peripheral and end walls of the cylinder by a suitable washer 48. Another radial vane 49 is fixed to the peripheral wall of the cylinder between slots 5 and I and is fitted with a suitable packing 5|] engaging the end walls of the cylinder and the periphery of the shaft 46. When the valve plate In is in the retracted position shown in Figures 7 and 8-,

with the engine not running, the vane 4! lies at the outer side of the inclined slot 5. The smaller partof the cylinder between the vanes is the high pressure side, being adapted for communication with the inlet pipe 4| in a manner presently to be described, and the remainder of the cylinder is the low pressure side. This side is at all times exhausted through a conduit 5| connected to a fitting 52 extending from the cylinder I In the fitting is a slidable valve 54 and a formed valve seat 53 on which valve 54 is adapted to be seated by a coil spring 55, the valvehaving ports 55a through which the fluid passes.

When atmosphere is used as the fluid medium,

the exhaust line 5| is connected to a suitable suction device such as the intake manifold of an automobile engine The check valve 54 is especially desirable when the device is operating under atmospheric pressure, in order to prevent a sudden variation of engine suction from being translated into or causing vane retraction.

The shaft 46 has a, reduced extension 56 projecting into the space defined by the flange 3 and is there fitted with a grooved pulley 51 held thereto by pins 58. A clutch actuating lever 59 (Figure 1)- is pivoted through a clutch throw shaft 60, to a suitable external support such as the'clutch housing of a motor vehicle, and a cable 60a is wound in the groove of the pulley 51 and has one end secured by a clamp 6| to the free end of the lever 59.

In the bleeder or relief valve chamber 24 is mounted a bleeder or relief valve 62 closely fitted therein and formed with a passage 63. An end r plate 54 is secured over the cover plate 8 to enclose chambers and passages formed in the outer face of the cover plate, and through the end plate are threaded two screws 65 and 66 formed with ball ends 61 adapted to move in slots 58 in the ends of the bleeder valve 62.

The pivot shaft l0v which connects the members I8 and I9 and to which they are secured, has a coiled clock-type spring (Figures 2 and 7) surrounding it, the ends of the spring being secured respectively to the shaft 10 and to a stud '|2 fixed to the cover plate. This spring tends to retract the valve plate l0 to the position shown in Figure 8 and to move the operating pedal M to the position shown in Figure 1.

. In the operation of the device as thus far described, assuming that the device is operating by atmosphere and suction, air at atmospheric pressure is delivered through the inlet line 4| to the fitting 40 and inlet chamber 25, while suction acting in the line 5| and through the valve seat 53 tends to exhaust the cylinder except for that small portion thereof sealed off by and between the vanes 41 and 49. Air flows from the inlet chamber 25 through the registering ports l2 and velops sufficient suction in its intake manifold,

during idling or running, to operate the device in the manner described, so that the clutch is disengaged while the motor is running, until caused to become engaged by moving of the valve plate ID to the left as will presently appear- In normal operation, it is first necessary to depress the pedal l4. This movement of the pedal I4 shifts the valve plate III to the left with. reference to Figure 8, thereby connecting the passages 1 and 28 through the slot l3, obstructing the inlet 25 from the port 6 and connecting the chamber 24' to the slot 5 through the bleeder path by the slot II. The highpressure side of the cylinder is thus cut off from its inlet and at the same time brought into communication with the chamber 24 through the slot 5 and port II. The chamber 24 at the same time communicates with the low pressure side and hence with the exhaust line5 I, through passages 36 and 33, recess 33, passages 34, 31 and 25, port l3 and slot 1. The high pressure side of the cylinder, clockwise of vane 41, is thus exhausted whereupon the clutch springs are enabled to function to engage the clutch, inasmuch as there is no resistance to movement of the vane 41, clockwise, Figure 3. In this movement the clutch actuating lever 59 is raised, and the cable 58a is unwound from the pulley 51.

The exhaust from the high pressure side also takes place through an auxiliary or parallel path open only during the initial part of the clutch engagement movement of vane 41, through the port 38, passages 39 and 35, recess 32 and ports 34, 31, 26, I3, 1, cylinder], and line 5| constituting the exhaust path previously mentioned so thatthe initial engaging movement of the clutch is comparatively rapid but is reduced in speed when the vane 41 passes the port 38 to cut oif the auxiliary exhaust path and comes under the control of the bleeder valve in chamber 24. The engagement of the clutch parts is thus efiected, rapidly at first, and more slowly thereafter to eliminate any delay due to a previous excess disengagement.

The two regulating screwsv 65 and 66 for the bleeder valve permit independent regulation'of the rate of bleeding or exhaust at initial registration of the slot II with chamber 34 and at the maximum advance thereof, with an infinitely variable rate of increase between these positions. This is so because the bleeder valve slopes outwardly from the adjacent face of the valve plate l0, and the rate of escape from the initial registration of the slot l I is affected. by adjustment of the screw 66 which determines the rate of escape after initial uncovering of the chamber 34. Likewise, the final rate of escape is effected by adjustment of the screw 55. The rate of escape is further accelerated during the uncovering of the valve 62 because of the inclined position ofthe latter whereby it is opening at an increasing rate while the port I I moves over it. v

. When the clutch actuator herein described is operated by atmospheric pressure, any delay in the action of the clutch after pressing the manipulator pedal will not stay reduction of pressure at the high pressure side of the vane, inasmuch as this side is immediately connected to the low pressure line as already described. It will be noticed in this connection that exhaustion does not depend on movement of the vane. Thus, when the clutch is released for engagement upon synchronization, the vane advances instantly and freely since the normal high pressure side has become exhausted while the vane was stationary and the exhaust path open.

Due to the fact that the operating pedal I4 is independent of the throttle pedal I, the former may be depressed to permit engagement ofthe clutch without accelerating the motor. This property of the device is especially desirable in coasting on hills, when the braking effect of the motor is to be utilized, and is not available in power actuators that are operated directly and solely from the throttle pedal. Also, the same independent actuation of the operating pedal, while the vehicle is travelling on substantially level surfaces, enables the vehicle to travel at the lowest possible speed while in high gear without the clutch becoming disengaged.

In order to render'the power device inoperative and place the clutch under the control of a con ventional clutch pedal, a lever 13 (Fig. 1) is mounted on a shaft 14 carried by a fixed part of the. structure and is formed with a cam member 15 lying directly over the lever l8. The free end of the lever is joined by a wire 18 to the free end of a plunger 11 slidably mounted in the instrument board. Thus, when the plunger is pulled,

the lever 13 is rocked, and the. cam 15 bears on the lever l8 to give it the same position asthat produced by depressing the operating pedal l4. Movement of lever l8 to this position, as previously' explained, shifts the valve plate III to a position where it cuts off the high pressure and per- I mits the normal functioning of the clutch springs.

Adjacent the power operated clutch lever 59 is a conventional clutch pedal 18 having a lug l9 spaced over and adapted to engage a similar lug 88 carried by the lever 59. Pressure on the pedal 18 causes engagement of the lugs and hence movement of the lever 59 which, as already stated, is connected to the clutch in the manner of a conventional foot-pressure clutch pedal.

This operation is like conventional clutch operation, and during such operation, the operators foot pressure is opposed by the engagementcausing clutch springs, which. of course, is not particularly to be desired.

In order to operate the clutch pedally, but without the operator's foot pressure being opposed by the engagement-causing clutch springs, a booster" mechanism is provided. Such mech-' anism permits the operator's foot pressure to manipulate a valve which opens the power line through the actuator to the clutch, the latter then being operated by the power medium through the actuator under the control of the operator's foot, placed upon pedal 18.

. Such mechanism connected to and operated by pedal 18, includes a link 86 connecting pedal 18 to a crank 85, fixed to a shaft 83 (Fig. 1) journalled within the confines of wall 3 and carrying a gear segment 84 meshing with a pinion 82, (Fig. 4) on the end of a spindle 8| in the end of and plugging sleeve 28. 1

The sleeve 38 has an elongated slot 81 cut therethrough and normally sealed against the shaft 45 as shown in Figure 3. Adjacent the slot, an elongated shallow recess 88 is cut in the outer wall of the sleeve. Elongated ports 88 and connections 85, 86,. shaft 83, gear segment 84' andpinion 82. Since the valve member 331s secured to the sleeve 28 bya pin 9|, this movement brings the port 45into free communication with the space 43 which is in permanent communication with the inlet line 4| (Figure 5). At

the same time, the recess 33 in the periphery of. the valve member is moved out of communication with the passages 33, 94, 35 and their associated passages and ports, to out 01f the low pressure source from the high pressure side which is otherwise in communication with the low pressure source through the present portion of the valve plate I8. The slot 8! is also brought into register with the port 98, whereby the pressure medium admitted through the .port 45 is communicated through the sleeve 28 to the high pressure side of the vane 41.

.The vane commences to rotate under pressure, but since the rotation thereof also turns the shaft 46 and tends to advance the port 98 beyond the slot 81, the distance traveled by the vane is determined by the extent of rotation of the sleeve 28 through the pinion 82. Thus, as the sleeve 28 is advanced by foot pressure on the clutch pedal I8, the vane continues to advance 'in coordination therewith, maintaining a pull on the cable 88a and lever 59 and holding the lug 88 always slightly in advance of the lug 19. It will be seen, therefore, that the clutch pedal I8 requires only suflicient pressure to overcome the pull of a light spring 18a and turn the sleeve 28.

During the advance of the vane 41, the port 98 is out of communication with the recess 88 so that the latter performs no function on this movement. n retraction of the clutch pedal I8 by the action of the auxiliary spring 18a, the sleeve 28 is retracted until the recess 88 connects the ports 89 and 98 thereby opening a path from the high pressure side to the low pressure side of the vane 41. The pressure medium thus flows from the high pressure side through the port 98, recess 88 and port 39 to the low pressure side, thus permitting the clutch spring pressure to rock the clutch lever 59, pull the cable GIIaand turn the hollow shaft 46 and vane 41 as previously set forth. If the vane retractsmore thanthe sleeve 28 to a position where the ports 89 and' 98 do not register simultaneously with the recess 88, the exhaust is cut on and the vane ceases to move. Thus, the vane moves Only in coordination with the rotation of the sleeve 28 in either direction.

In connection with the clutch lever 59 and clutch pedal I8, it will be seen that the power operation initiated at the operating pedal I4 doesnot actuate the foot pedal 18 but rather the lever 59. This arrangement avoids the hazard present in devices where the power operation pulls the foot pedal and would injure the foot of the operator if it happens to be beneath the foot pedal head.

The unit is preferably attached to lugs 92 on the engine crank case 93, and the attachment may be made by thefbolts 94 which secure the plates 4 and 8 to the cylinder I. When the device is operated by atmosphere as the pressure medium, the inlet line 4| preferably communicates with the upper part of the engine crank case, so that it delivers to the cylinder only clean air chargedv with sumcient oil vapor from the A heated oil in the crank case to lubricate the aosavec wall I83 and has fixed thereto a lever I81 adapted be engaged by the free external end of the rod I82. Such engagement rocks the shaft I86 and disengages the clutch through suitable linkage (not shown) from the shaft to the clutch.

A valve casing I88 is mounted against the peripheral wall of the cylinder, and adjacent this member, the cylinder wall is formed with an inlet port I89 and an exhaust port II8 therethrough.

A valve plate III is slidably mounted between the valve casing I88 and the'cylinder and is formed with three ports H2, H3 and H4 which function as will presently appear.

The valve plate is shifted by an operating pedal such as the pedal I4 of Figure 1, joined by a link H5 to a crank H6 which in turn carries at its free end a lever III having a pin II8 extending. into a slot I I9 in the valve plate. The valve casing I88 is further formed with an inlet chamber I28 in line with the port I89 and adapted for comg0 munication therewith through the port H3.

Fluid under pressure delivered to the chamber I28 is adapted to enter the cylinder at the high pressure side of the piston, while the other or low pressure side is exhausted through a line I2I connected to a source of lower pressure than that which is delivered to the chamber I28. As in the previous construction, the chamber I 28 may be connected'to the atmosphere and the line I2I to the intakemanifold of the engine.

An exhaust conduit I22 is drilled lengthwise through the valve casing I88 and has at one end a branch I23 in line with the port II8. At its other end, the conduit has three branches I24 intersected and governed by a plunger I25 slidable'in the valve body and formed with three ports I26 so spaced that only one at a time may be brought into register with a branch I24. The branches I24 lead from the conduit to a chamber I21 formed in the valve body at one end 40 of the valve plate III. Adjacent this chamber, the wall of the cylinder is formed with a chamber I28 directly adjacent the valve plate and connected to the high pressure side-of the cylinder by ports I29.

Each of the branches I24 is traversed by a pointed needle valve I38 threaded at one end as at I3I and adapted to be locked inany position of adjustment by means of a nut I32 on said end.

These valves are adjusted in the respective 59 right with reference to Fig. 10 while the other m port is brought into registration by movement to the left. This arrangement permits the plunger I25 to be connected to a conventional gear shift lever so that upon movement of the latter to a position causing a gear change the plunger moves to a position where one of the ports I26 registers with a branch I24. Therefore difie'rent gear change movements of the lever cause registration between different ports andbranches.

In operation of the device, with no pressure on the operating pedal, the valve plate III is in the position shown in Figure 10, where the port I I3 connects the inlet chamber I 28 to the high pressure side of the piston through the port I89. I

In this position the ports I I2 and I I4 do not conduct fluid. The piston IN is moved by the pressure medium towards the left, inasmuch as the left hand side of the cylinder is connected to a source of lower pressure. The rod I02 then engages and moves the lever I01, and the clutch is disengaged.

When pressure is applied to the operating pedal, the valve plate III is shifted through the linkage II5--II8 to a position where the port II2 connects the port IIO to the branch I23, and

the port II4 connects the chamber I28 to the chamber I21 and the branches I24. At the same time, the valve plate III cuts off communication between the inlet chamber I20 and the port I09. On moving the gear shift lever the rod I33 moves the plunger I25 so that one of the ports I28 therethrough is in register with a branch I24. The fluid on the high pressure side is thus relieved through ports I29, chamber I28, port H4, chamber I21, one of the branches I24, with the aligned port I26, passage I22, branch I23, ports I I2 and I I0, and finally through the low pressure side of the piston, to the exhaust line I2I. When bleeding starts, the clutch springs will be per-' mitted to throw the clutch into engagement.

It will be seenthat the particular port I26 and branch I24 through which the high pressure is relieved, depends onthe selected gear ratio in the transmission mechanism, and the rate of exhaust from the cylinder and the rate of engagement of the clutch varies accordingly, inasmuch as flow through the respective branches I24 takes place at different rates because of the predetermined adjustments of the needle valves I30.

As in the previously described construction, the device may be rendered inoperative by means of a lever I34 pivoted as at I35 to a part of the fixed structure and carrying a, cam I36 bearing upon the member II8. To the free end of the lever I34 is attached a wire I3'I which, when pulled, moves the valve plate III through the member I I6 to the exhausting position.

A conventional clutch pedal I38 for operating the clutch by foot pressure isrotatably mountedon the shaft I08 and carries a lug I39 adapted to engage a similar lug I40 in a relatively advanced position on the lever I01. Thus, foot pressure on the pedal I38 causes engagement of the lugs .going description of the invention that, in ac the operating pedal I4 and the throttle pedal I5 I39 and I40 and turns the lever I0l so that the clutch is disengaged through the shaft I06.

It will now be seen that the invention provides a power clutch actuator having the various functions and properties stated in the objects of the invention. It will be understood from the forecordance with the principal object, the device is adapted to operate by any fluid pressure medium, gas or liquid, provided only that suitable means is present for establishing a pressure differential. Further in keeping with the stated objects, both are operated simultaneously by one foot positioned over both pedals. However, the throttle pedal I 8 is operable, independently by engaging the I same by the edge of the shoe ofthe operator, without making contact with the operating pedal I4.

It will further be observed that the power operation is effective on the headless lever 59 or I0'I.

what greater than the power of the clutch pressure springs. Nevertheless, conventional operation of the clutch is available by foot pressure on the pedal 18, and in this connection the power actuator of Figs. 1 to 8' is caused to function as a 5 booster by the resultant movement of the linkage 86, 85, 83, gearing 84-, 82 and sleeve 28 as fully described above.

It will also be seen that the apparatus may be set to an idle position by a pull on the plunger 11 and wire'IG, whereupon the cam member I5 or I36 depresses the lever I8 or H6 and shifts the valve plate I0 or II I to the position wherein 'it brings the high pressure side of the system into communication with the low pressure side and 15 the exhaust line 5| or I2I. Thus the pressure differential necessary for operating the actuator is destroyed and cannot be reestablished until the valve plate -I0 or III is returned to the position shown in Figure 8 or 10. It will further 20 be seen that the device, when operating by atmospheric pressure, is supplied with air charged with lubricant, due to the connection of the inlet line 4| to the air space of the crank case, with the result that the working parts of the apparatus 25 arelubricated without requiring special attention. Also the air drawn from the crank case is free from foreign matter which might injure or clog the working parts. 7

It will further be seen that the exhaust side 30 of the actuator is at all times open through line 5I. This feature makes the actuator valuable for use with the device of application Serial No. 614,350 filed May 31, 1932.

,Further it'will be seen that the valves of the 3 actuator are contained in the actuator itself, and

are not remote therefrom and connected thereto to be built up, at any time.

Further, the actuator of Figs. 1-8', being of the rotary vane type, is free of the dirt and dust collecting tendencies inherent to actuators of the reciprocating piston type.

Further, in the actuator of Figs. 9 and 11, the piston rod is connected to the clutch lever directly, and not through flexible connections, such as sometimes prove unsatisfactory.

Now having described theinvention it will be understood that the scope of the same is to be determined by the claims, and is not to be limited 60 to the specific embodiments disclosed.

' WhatIclaimiszl. The combination with a normally engaged clutch and a pedal for operating the same, of a power actuator having a line adapted to be con- 65 nected to a source of suction and a line connected to atmosphere, valve means for controlling communication between said lines and said actuator, personally operable means for operating said valve means, an auxiliary means of communica- 70 tion, and means for controlling said auxiliary means of communication, said last named means being operable independently of the means for actuating saidvalve means.

2. The combination with a normally engaged 7 clutch and a pedal for operating the same, of a power actuator having a line adapted to be connected to a source of suction and a line connected to atmosphere, valve means for controlling communication between said lines and said actuator, personally operable means for operating said valve means, an auxiliary means of communication, and means for controlling said auxiliary to said low pressure line to produce equal fluid pressures on both sides of said pistons, a personal control for said valve mechanism, an auxiliary valve mechanism for connecting said low pressure line to said first named part and said other part to said high pressure line, and separate means for operating said auxiliary'valve mechanism.

4. In a motor driven machine having a clutch between the motor and a driven part of the machine and a clutch pedal for manually operating the same, the combination of anactuator for said clutch, a pedal for operating said actuator, a

throttle pedal for said motor disposed immediately adjacent said pedal for operating said actuator so that said pedals may be engaged separately or simultaneously by the same foot of the operator,

whereby continuous foot pressure, common to both pedals, first actuates the operating pedal and then the throttle pedal, and an auxiliary control for sair actuator connected to and operated by said clutch pedal.

5. In a clutch actuator, a casing, a movable wall dividing the interior of said casing into, two parts, a low pressure line in communication with one of said parts, a relatively high pressure line. means connected to said high pressure line including a plurality of independent valve controlled branches, means for independently opening said branches, a valve mechanism communicating with said branches and adapted in one position to connect the other part with said high pressure line through an opened branch and in another position to said low pressure line, and means for operating said valve mechanism.

6. In a clutch actuator, a casing, a movable wall dividing the interior of said casing into two parts, a low pressure line in communication with one of said parts. a relatively high pressure line, means connected to said high pressure line including a plurality of independent valve controlled branches, means for independently opening said branches, a valve mechanism communicating with said branches and adapted in-one position to connect the other part with said high pressure line through an opened branch and in another position to said low pressure line, means for operating said valve mechanism, an auxiliary valve mechanism for connecting said other part to said low pressure line, and a pedal for operating said auxiliary valve mechanism.

7. In a clutch actuator, a casing having a dividing wall, a sleeve in said casing, a. movable wall on said sleeve and cooperating with said dividing wall to divide said casing into two parts, wall actuating means including a low pressure line, a relatively high pressure line. a valve mechanism for connecting one of said parts to said low pressure line and the other of said parts to said high pressure line, means for personally operating said valve mechanism, an auxiliary wall actuating means comprising a connection between said sleeve and said high pressure line and from said sleeve to said other part, means rendering said auxiliary wall actuating means inoperative after a predetermined movement of said wall, and a valve mechanism for controlling flow through said sleeve.

8. In a clutch actuator, a casing, a movable wall dividing the interior of said easing into two parts, a low pressure line in communication with one of said parts, a relatively high pressure line, means connected to said high pressure'line including a plurality of independent valve controlled branches, means adapted to be connected to and operated by a gear shift lever for independently opening said branches, a valve mechanism communicating with said branches and adapted in one position to connect the other part with said high pressure line through an opened branch and in another position to said low pressure line, and means for operating said valve mechanism.

9. In a clutch actuator, a casing, a movable wall dividingthe interior of said casing into two parts, a low pressure line in communication with one of said parts, a relatively high pressure line, means connected to said high pressure line including a plurality of independent valve controlled branches, means adapted to be connected to and operated by a gear shift lever for independently opening said branches, a valve mechanism communicating with said branches and adapted in one position to connect the other part with said high pressure line through an opened branch and in another position to said low pressure line, means for operating said valve mechanism, an auxiliary valve mechanism for connecting said other part to said low pressure line, and a pedal for operating said auxiliary valve mechanism.

10. A fluid pressure actuated motor comprising a casing having a dividing wall, a sleeve rotatably mounted in said casing, a second wall carried by said sleeve and cooperating with said dividing wall to divide said casing into two parts, a line adapted to convey fluid under low pressure, a line adapted to convey fluid under pressure higher than that in said low pressure line, a valve mechanism for connecting one part of said casing to said low pressure line and the other part of said casing to said high pressure line, means for operating said valve mechanism, a connection between said sleeve and said high pressure line and from said sleeve to said other part of said casing, and a valve mechanism for controlling flow of fluid through said sleeve.

11. A device of the character described comprising acasing having a dividing wall, a sleeve rotatably mounted in said casing, a second wall carried by said sleeve and cooperating with said dividing wall to divide said casing into two parts, a line adapted to convey fluid under low pressure, a line adapted to convey fluid under pressure greater than that in said first named line, means connecting said first named line to one part of said casing, means separate from said sleeve for connecting said second named line to said sleeve and through said sleeve to the other part of said casing, and a valve mechanism for controlling the flow of fluid through said sleeve.

- TRACY BROOKS TYLER. 

